Speed-regulator for explosive-engines.



No. 679,883. Patented Aug. 6, l90l.

F. BURGER.

SPEED REGULATOR FOR EXPLOSIVE ENGINES.

(Appliuution filed May 3, 1899.) (No mqdel.

2 Sheets Sheet I.

invenfoz W dfmm No. 679,883. Patented Aug. 6, ISOI.

F. BURGER;

SPEED REGULATOR FOR EXPLOSIVE ENGINES.

(Application filed may 3, 1899.)

(No Model.) 2 Sheets-Sheet 2.

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NITED STATES? PATENT OFFICE.

FRANZ BURGER, OF FORT WAYNE, IN DIANA, ASSIGNOR OF THREE-EOURTHS TO HENRY M. WILLIAMS, "OF SAME PLACE.

SPEED-REGULATOR FOR EXPLOSlVE-ENGINES.

SPECIF CATION forming part of Letters Patent No. 679,883, dated Aug st 1901- Application filed May 3, 1899- Serial No. 715 ,442. (No model.)

lene engines, the object being to provide such an engine which shall be capableof running at relatively very high speeds and which shall operate ata practically uniform rate of speed, the explosion taking place at each rotation, and which shall be simple and com-.

pact in construction; and to these ends my invention consists in the various features of construction and arrangement, substantially as'hereinafter more particularly set forth.

Referring to the accompanying drawings, Figure 1 is a vertical section of an engine embodying my invention; and Fig. 2 is a vertical section, the ends of which are taken on the line 2 2 of Fig. 1, and the central portion is a partially-broken elevation and a central sect-ion, one of the pitmen being shown in full line throughout its length.

My present invention is more particularly an improvement on the engine patented to me November 12, 1895, No. 549,626, and the engine proper to which my present invention is applied is practically the same as that described and shown in said patent.

My present improvements relate more particularly to the improved means of governing and controlling the supply of air and gas or other fuel of combustion, and I will specifically describe the embodiment of myimprovement in this case and describe enough of the engine proper to enable it to be understood, the particular details of the construction of the engine being more fully set forth in said patent above referred to. Said patent shows a governing device which, while it is efiective, is under some conditions open to objection, and my presentimprovementis intended to be used where the governing device shown in my prior patent would be undesirable or the present improvement would be more effective.

Briefly describing the engine proper, it consists, as shown, of a base B, constituting a I crank-shaft chamber H, which is provided with heads B, which furnish bearings for the shaft H, which shaft is provided with cranks H H H and a balance-wheel H Connected to the base is a working cylinder B which is provided with suitable passages for the air and gas and preferably with water-jackets B Wherever desired. The cylinder is also provided with lateral extensions B, which form com municating passages Lbetween the crank shaft chamber H and a cross-head chamber J, inclosing the connecting-rods M between the cranks H and the cross-head O. The crosshead chamber is formed in the present instance by a cap-piece B secured to the cylinder B Mounted in the working cylinder are two pistons G and D, the former being connected to the cross-head O and the latter being connected to the crank-rod D, mounted on the crank H of the shaft. The cranks H and H are so arranged as to form a twothrow crank, which will cause the pistons to simultaneously approach or recede from each other. The combustion-chamber W is located between these pistons, and there are suitable inlet-ports E and exhaust-ports F arranged to be opened and closed by the movement of the respective pistons.

The engine is provided with a suitable igniter G.

Thus far the construction is practically the same as in my prior patent, and that patent shows the cross-head chamber J serving as a reservoir for the supply of air and gas or other fuel and a pipe M, leading from said chamber to the inlet-ports E, controlled by an automatic governor. In the present instance the supply of air and gas may be from the same source or from any other, it being supplied in some suitable way to the passage E, communicating with the ports E.

I dispense with the governing-valve shown in my prior patent, and in my present construction I utilize one of the pistons to control the admission of air and gas and provide means for regulating or adjusting the movements of said piston in accordance with the requirements of the engine, or, in other words, I arrange the parts so that the piston will move more or lessv and open or close the inlet-ports partly or wholly, in accordance ing the position of the cross-head withrelation to the connecting-rods M the relative movement of the piston can be regulated with respect to the inlet-ports E. Thus the cross-head O is provided at its ends with cranks P, to which the connecting-rodsM'are attached. Connected to one or both of the cranks (only one being shown and being found sufficient) is a lever Q, preferably provided at its outer end with a friction-roll q. In the frame of the machine I provide a slot R, in which the end of the lever Q moves, and this slot in the frame is arranged parallel with the central axis of the piston, so that as long as the lever Q moves in the slot the distance apart of the driving-crank and the cross-head remains the same. When, however, the end of the lever is diverted so as to travel out of a parallel line with the movement of the piston, of course the relations are changed and the distance between the driving-crank and the cross-head is extended or contracted, as the case may be. In order to do this automatically, I provide what may be termed an adjustable slot extension S,

which is shown in the present instance in a shape somewhat resembling a horseshoe pivoted at one end to the frame of the engine.

This horseshoe or extended slot is connected extended slot portion S will be in a vertical position, (shown in dotted lines,) forming a practical continuation of the slot R, and the friction-roll on the lever Q will travel through this slot and maintain the normal relations of the crank-shaft-and piston. Itis preferable under these conditions that the cranks Pshould be in alinement with the cross-head 0 and axes of the cranks H so that the piston will be in its most elevated position, fully opening the ports E. When, however, the

If the engine is operating too rapidly, the

governor will rotate the cross-head to such an extent that this relation will be changed, so that the inlet-ports will be uncovered only slightly, or perhaps not at all.

It will be observed that the force of the explosion operating the piston will tend to keep the cranks P substantially vertical, and this will operate against the controlling force of the governor; but as the piston approaches .the limit of its motion the force of the go"- ernor is sufficient to change the position of the horseshoe, so that the regulation of the movement of the piston is quickly and accurately attained, and the changing takes place toward the latter movement of the piston when the expansive force of the air and gases has done its work to nearly-the full extent, and especiallyin the present instance, where there are two pistons used, the lower one controlling the exhaust, the pressure on the upper piston from the expansive gases is nearly,

if not quite, relieved at the time the piston reaches its upward limit and can be easily and readily controlled by the governor, and thus in turn control the inlet-ports. While -I have shown this mode of regulating the inlet-ports by changing the relative movements of the piston in an engine having two pistons moving to and from each other, it is evident that the same principles could be applied to engines having but one piston, which governs the inlet, and the outlet is governed in the usual manner.

What I claim is- 1. In a gas-engine, the combination with a working cylinder having inlet-ports, of a piston within' the cylinder for controlling said inlet-ports,a governor and connections between the same and the piston, whereby the stroke of the piston is varied to automatically regulate its movement to open and close the ports to a greater or less extent during the operation of the engine, substantially as described.

2. In a gas-engine, the combination with a working cylinder having inlet-ports, of a piston within the cylinder for controlling said ports, connections between the piston and the power-giving parts of the engine, a governor and connections between the same and thepiston whereby the stroke of the piston is varied to automatically regulate its movement thereby controlling the opening and closing of the inlet-ports during the operation of the engine, substantially as described.

3. In a gas-engine, the combination with a working cylinder having inlet-ports, of a piston mounted therein controlling the ports, reciprocating connections between the piston and the power-giving parts of the engine, cranks or eccentrics between the connections and the piston, and a governor for automatically controlling the relation of such cranks to the piston during the operation of the engine, substantially as described.

4. In a gas-engine, the combination with a working cylinder having inlet-ports, of a piston controlling said ports, driving-cranks, connecting-rods between the piston and driving-cranks, an eccentric or crank between the connecting-rods and piston, and a governor for automatically changing the relation of said cranks to the piston during the operation of the engine, substantially as described.

5. In a gas-engine, the combination with a cylinder having inlet-ports, of a piston reciprocating therein and controlling said ports,

an eccentric connected to the piston, a lever connected to the eccentric, a slot in the frame of the machine in which said lever operates, an adjustable slot extension, and agovernor connected with said slot extension whereby the movements of the piston with relation to the ports are controlled, substantially as described.

6. In a gas-engine, the combination with a working cylinder provided with inlet-ports, of two pistons therein the length of movement of one of which pistons is constant and that of the other piston is variable, a governor and connections between the same and the latter piston whereby the stroke of said piston is varied to automatically regulate its movement to open and close the ports to a greater or less extent during the operation of the engine, substantially as described.

7. In a gas-engine, the combination with a Working cylinder provided with inlet and outlet ports, of two pistons therein, one of which controls the inlet and the other controls the outlet ports, a governor and connections between the same and the former piston whereby the stroke of said piston is varied to antomatically regulate its movement toopen and close up said inlet-ports during the operation of the engine, substantially as described.

8. In agas-engine, the combination with an explosion-chamber, provided with inlet and outlet ports, of two pistons therein, a, two= throw crank adjacent to the cylinder, a pitman-from each piston to said crank, a crank shaped cross-head between one of the pistons and its pitman, and means for rotating said cross-head, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

FRANZ BURGER.

. Witnesses:

Gno. D. CRANE, FRANK G. TOLAN. 

